Protective device



oci. 23, 1923.

` J; F. JOY

PROTECTIVE DEVICE Original Filed NOV. 21 l1916 Patented Oct. Z3, 1923.

UNITED STATES PATENT oFFl-CE.

JOSEPH F. JOY, OF BELLE VERNON, PENNSYLVANIA, ASSIGNOR TOr THE JEFFREYMANUFACTURING COMPANY, F COLUMBUS, OHIO, A CORPORATION OF OHIO.

PROTECTIVE DEVICE.

Application led November 21, 1916, Serial No. 132,709. Renewed June 13,1922. Serial No. 568,078.

To aZZ lwhom it may concern:

Be it known that I, JOSEPH F. JOY, a citizen of the United States,residing at Belle Vernon, in the county of Fayette and the State ofPennsylvania, have invented certain new and useful Improvements inProtective Devices, of which the following is a specication, referencebeing had therein to the accompanying drawing.

The present invention relates to certain new and useful improvements inprotective devices and particularly that class of protective deviceswhich are adapted to prevent certain abuses in the operation of electriclocomotives.

It is common knowledge that when power is applied to the driving wheelsof a locomotive suilicient to cause their rotation faster than thelocomotive advances along the rails,

the adhesion of the wheels to the rails is ma.-

terially decreased and the tractive effort of the locomotiveproportionately reduced. In their attempts to avail themselves of thegreatest possible tractive effort while pulling heavy trains up gra desmotor men habitually increase the power of the motors until the wheelslips. To reestablish the grip of the wheels upon the rails the powershould be sufficiently curtailed to reduce the peripheral speed of thedriving wheels to the rate of advance along the rails. In operatingcertain classes of electric locomotives the practice has developed ofretarding the rotation of the driving wheels, when slipping, by thepressure of the brake shoes upon the treads of the wheels. This practiceresults in the extravagant consumption ot power, the undue straining ofthe motors and transmission gearing, and the wasteful wearing of thewheel tires and brake shoes.

It is the especial object of this invention to provide, in locomotivesof the class described, devices which shall automatically revent theenergizing of the motors when thev wheel brakes are applied.

rI`he devices by which I attain this object are fully set forth in thefollowing specifiv cation and illustrated in the accompanying drawing ofwhich- Fig. 1 is a side elevation of a locomotive of the class to whichmy protective device is applicable.

Fig. 2 is a plan view of thelocomotive shown in Fig. 1 the cover platesbeing broken away to reveal the brake mechanism and the application ofmy protective device thereto.

Fig. 3 is a diagrammatic figure showing the relation of my protectivedevice to the electric circuits of the locomotive.

Like numerals refer to similar pants in the several figures.

In the drawing is illustrated a locomotive adapted to use in coal mines,and the like, having a frame composed of the side plates 1 and endplates 2 which are securely joined by connecting angles 3 and bolts 4.To the end frames 2 are attached the bumpers 5 which are provided withdraw eyes 6 adapted to receivev the coupling pins by which thelocomotive is connected with its load. The side plates 1 are mounted, inthe usual manner, upon axles 7 to which are fixed the driving wheels 8adapted to travel along the rails 9 of the mine track. Positionedbetween the side plates 1 are motors 10 upon the frames of which areformed journal bearings 11 which engage the axles 7 to support themotors. Suitable spur gears, not shown in the drawing, connect thearmatures of the motors with the axles to drive them. A. trolley pole 12is mounted upon the frame of the locomotive and adapted to contact withthe trolley wire 13 to supply electric current to the motors. Acontroller 14 is connected between the trolley 12 and the motors 10 tocontrol the operation of the motors in the manner common to electricallypropelled vehicles. Suspended from the side plates l by the lever bars15 and 16 are brake shoes 17 adapted to contact with the driving wheelsin the manner common to wheel brakes. The lever bars 15 have extensions1S by which they are connected through the links 19 with the levers 20,fulcrumed on the extensions 21 of the levers 16. The upper end of thelevers 20 are connected through the links 22 with the equalizing bar 23extending across the locomotive and slidable in the slots 24 of the sideplates 1. Pivotally connected at the center of the equalizing bar 23 isa screw nut 25 in which is threaded a screw shaft 26 which extendslongitudinally of the locomotive and is rotatable in an aperture of thecross bar 27 rigidly secured to the side plates 1 of locomotive frame.Attached to the shaft 26, outside the cross bar 27 is a hand wheel 28 bywhich the shaft may be rotated to cause its movement in the nut relativeto the equalizing bar 23. By the rotation ot the hand wheel 28 in onedirection the bralre shoes 17 will be forced into contact with thewheels 8 to retard th lr ro tation, and by the rotation ot the handwheel 28 in the other direction the brake shoes will be moved away fromthe wheels. Formed on the hub of the hand wheel 28 is a flange 29 whichis adapted to contact with the contact spring 3l) mounted upon aninsulating,T base 31 supported on the cross bar 2T. This spring isconnected by a conductor 82 with the actuating coil 38 of a contactswitch 84 adapted, when current is liowing through the coil 38, toconnect the conductor 85 trom the trolley 12 with the conductor 3G tothe controller 14. By this arrangement olf parts, current will i'lowfrom the trolley through the conductor 32, coil 83 and contact springr30 to ground through the locomotive trame. When the above describedcircuit is closed the coil 83 will be energized to close the switch 311allowing current to llow trom the trolley 12 through the switch 34 andcontroller 14 to energize the motors ot the locomotive. )a compressionspring 37 is interposed between the hand wheel 28 and the cross bar 2'?which will be compress`ed whenever pressure is applied to the brakeshoes 17 allowing the flange 29 to move away trom the spring 80,interrupting the circuit through the coil causing the switch 34; toopen, interrupting the motor circuit and eftectually preventing theactuation of the motors while the brakes are set. 1When the pressure onthe brake shoes is released the spring` 37 pushes the flange 29rearwardly, restoring' the contact with the spring,` 30 to reclose theswitch 8d. By the combination ol elements above described theapplication oi the brakes automaticall,v cut ott the current from themotors oi" the locomotive, electually preventing the straining ot themotors and transmission Egeaiingij, the eX- travapant consumption otcurrent and the wasteful wearing' ot the wheel tires and brake shoes.

lllhat 1 claim is- 1. ln a protective device oi the class described. thecombination with a locomotive having' driving wheels, et ele-c ricmotors to drive the wheels. brake shoes adjacent the wheels, means topress the brake slices against the wheels comprising' a screw shattadapted to limited longitudinal movement. and means cont-rolled by thelongitudinal movement ot the screw shaft to prevent the actuation of themotors while pressure is applied to the brake shoes.

2. in a protective device ot the class described` the combination with alocomotive havingr driven wheels, o'i electric mot-ors to drive thewheels, brake shoes adjacent the wheels, means to press the bralzc shoesagainst the wheels comprising a screw shat't adapted to limitedlongitudinal movement. an electrically actuated .switch adapted tointerrupt the circuit oit the motors, and dcvices actuated by thelongitudinal movement of the screw shatt to control the motor switch toprevent the actuation ot motors while pressure is applied to the brakeshoes.

3. T he combination ot the wheels, the mo tor, the motor circuit,devices tor opening the circuit, the manually actuated rotatable andlongitudinally movable shalt, means actuated by the rotary movement ofthe shalt to move the shoes against the wheels, said means being adaptedto transmit the reactionary force Jr'rom the slices when pressing,ragainst the wheels and thereby actuating the said devices which open thecircuit.

4. 1n a protective device ot the class described, the combination withan electric locomotive having drivingr wheels, oli electric motors fordriving,r the wheels, means to retard the rotation ot the wheels,resilient means to actuate the retarding means. and means made ellectiveby the resiliency oi said actuating means to prevent the actuation otthe motor during' the actuation ot the retard ing means.

fi. ln a protective device ot the class described, the combination withan electric locomotive having,` drivingr wheels, of electric motors todrive the wheels, brake shoes adjacent the wheels, resilient means topress the brale shoes against the wheels, and means made effective bythe resiliency ot the pressure exertingr means to prevent the actuationof the motors while the brake shoes are pressed against the wheels.

G. ln ay protective device ot the class dcscribed, the combination withan electric locomotive having drivingr wheels and an electric motor fordriving the wheels` of brake shoes adapted to contact with the wheels, ashatt adapted to both rotary and bodily movement, means actuated by therotary movement ci the shatt to press the brake shoes against thewheels, and means actuated by the bodily movement of the shaft toprevent the flow of electric current in the motor.

7. In a protective device ot the class de scribed, the combination withan electric locomotive having driving wheels and an electric motor todrive the wheels, of brake mechanism adapted to retard the rot-ation olthe wheels, and means actuated by the reac tionary pressure of the brakemechanism to prevent the flow of current in the motor.

8. In a protective device of the class described, the combination withan electric locomotive having driving wheels and an electric motor t0drive the Wheels, of brake In testimony whereof T: affix my signature,1n the presence of two Witnesses.

JOSEPH F. JOY.

Witnesses:

DUDLEY T. FISHER, HARRY C. DEAN.

